JP2005239029A - Railway vehicle structural body - Google Patents

Railway vehicle structural body Download PDF

Info

Publication number
JP2005239029A
JP2005239029A JP2004052996A JP2004052996A JP2005239029A JP 2005239029 A JP2005239029 A JP 2005239029A JP 2004052996 A JP2004052996 A JP 2004052996A JP 2004052996 A JP2004052996 A JP 2004052996A JP 2005239029 A JP2005239029 A JP 2005239029A
Authority
JP
Japan
Prior art keywords
outer plate
panel
joint
plate
joining
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2004052996A
Other languages
Japanese (ja)
Inventor
Toshiyuki Hirashima
利行 平嶋
Seiichiro Yamashita
政一郎 山下
Mamoru Nishio
護 西尾
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kawasaki Heavy Industries Ltd
Original Assignee
Kawasaki Heavy Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kawasaki Heavy Industries Ltd filed Critical Kawasaki Heavy Industries Ltd
Priority to JP2004052996A priority Critical patent/JP2005239029A/en
Publication of JP2005239029A publication Critical patent/JP2005239029A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Landscapes

  • Pressure Welding/Diffusion-Bonding (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To improve quality of an outer plate and perform ideal weight reduction while restraining cost. <P>SOLUTION: This railway vehicle structural body of a semi-monocoque structure has an outer plate panel 15 and a ring frame 17 as constitutional elements and has a plurality of joints between the outer plate panels 15, 15 and between the outer plate panel 15 and the ring frame 17. A part or all of these joints are the overlapped joints connected by a frictional agitating spot joining performed from the inner-vehicle side after overlapping the two members. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明は、鉄道車両の構体に関する。   The present invention relates to a railway vehicle structure.

一般に、鉄道車両の構体は、外板が平面あるいは円筒面であるにもかかわらず、極めて高い精度の平面度（見栄え品質）が要求される。特に、側構体においてはわずかな凹凸が存在しても外観上目立ち、また２次曲面のため凹凸の計測もしやすいので、極めて高い平面度（通常、外板面に沿った長さ１０００ｍｍあたり３ｍｍ以下の凹凸）が要求される。   In general, the structure of a railway vehicle is required to have extremely high flatness (appearance quality) even though the outer plate is a flat surface or a cylindrical surface. In particular, the side structure is conspicuous in appearance even if there are slight irregularities, and because it is easy to measure irregularities due to the quadric surface, extremely high flatness (usually 3 mm or less per 1000 mm in length along the outer plate surface) Are required.

さらに、ライフサイクルコストの観点から、構体の軽量化の要求は年々高まっており、特に新幹線などの高速鉄道車両では、地盤振動や振動・騒音の観点からも、軽量化を進める要求が強い。その一方、軽量化を図るために、薄板化を推進すれば、これは外板品質の維持が困難になる。なお、類似の構造物としては航空機の胴体（構体）があるが、現在の市場価格レベルからいって、車両の構体の製造にかけられるコストは航空機に比べて１桁少なく、鉄道車両の構体は低コスト化が求められている。   Furthermore, the demand for weight reduction of the structure is increasing year by year from the viewpoint of life cycle cost, and particularly in the case of high-speed railway vehicles such as the Shinkansen, there is a strong demand for weight reduction from the viewpoint of ground vibration, vibration and noise. On the other hand, if thinning is promoted in order to reduce the weight, it becomes difficult to maintain the quality of the outer plate. As a similar structure, there is an aircraft fuselage (structure), but from the current market price level, the cost of manufacturing the vehicle structure is one digit less than that of an aircraft, and the structure of a railway vehicle is low. Cost reduction is required.

ところで、筒状の構造物である鉄道車両の構体を構成するにあたって、理論上もっとも軽量にできるのは、図１０に示すように、薄板である外板１０１に車体長手方向の縦通材１０２（ストリンガ）を所要のピッチで取付け、さらにそれらに直交する方向にかまち１０３（リングフレーム）を所要のピッチで取付ける、いわゆるセミモノコック構造である。   By the way, as shown in FIG. 10, in constructing the structure of a railway vehicle that is a tubular structure, as shown in FIG. 10, a longitudinal member 102 ( This is a so-called semi-monocoque structure in which stringers are attached at a required pitch, and further, a hook 103 (ring frame) is attached at a required pitch in a direction orthogonal to them.

このような構造は、航空機の胴体に早くから採用されてきたが、外板とフレームおよび外板どうしの接合には、航空機では高強度ながら溶接に不向きなジュラルミンを用いることおよび接合の信頼性の観点から、リベット接合が多用されている。   Such a structure has been adopted for the fuselage of aircraft from an early stage, but for joining the outer plate, the frame, and the outer plate, duralumin, which has high strength but is unsuitable for welding in an aircraft, and the viewpoint of reliability of the bonding Therefore, rivet joining is frequently used.

鉄道車両の構体もこれにならいセミモノコック構造をベースに設計されてきたが、コスト上の制約から、外板とフレームおよび外板どうしの接合にはリベット接合ではなく溶接を用いている。   Railcar structures have also been designed based on a semi-monocoque structure, but due to cost constraints, welding is used instead of rivet bonding to join the outer plate to the frame and the outer plate.

つまり、外板とリングフレームとの接合においてはフレームのウェブ部と外板とでＴ字継手を構成するか、あるいはフレームのフランジ部と外板とで重ね継手を構成するやり方でフレームと外板とをアーク溶接（ＭＩＧ溶接）により接合している。   In other words, in joining the outer plate and the ring frame, the frame web portion and the outer plate constitute a T-shaped joint, or the frame flange portion and the outer plate constitute a lap joint and the frame and the outer plate. Are joined by arc welding (MIG welding).

このように、外板とリングフレームとの接合においてはＭＩＧ溶接が用いられるのが一般的であるが、上記の理由により溶接ビードの仕上げが必要なだけでなく、ＭＩＧ溶接では車内側ばかりに入熱を与えることになるので、外板が反り、溶接歪みを修正するための作業が必要であるため、これらがコストアップの原因となっている。   As described above, MIG welding is generally used for joining the outer plate and the ring frame. However, not only the welding bead needs to be finished for the above reasons, but MIG welding only enters the inside of the vehicle. Since heat is applied, the outer plate warps and an operation for correcting the welding distortion is necessary, which increases the cost.

従って、コストを抑えて品質を維持するためには、外板への直接の入熱は極力避けなければならない。これを解決するため、図１１及び図１２に示すように、外板と一体に押出し成形されたＴ型断面のストリンガ（Ｔリブ）を有しこれのフランジ部でリングフレームを接合したシングルスキン構造の構体２０１やダブルスキン構造の構体２０２が開発されているが、純粋なセミモノコック構造から遠ざかるに従い、構体重量は増加している。   Therefore, direct heat input to the outer plate must be avoided as much as possible in order to reduce costs and maintain quality. In order to solve this problem, as shown in FIGS. 11 and 12, a single skin structure having a stringer (T rib) having a T-shaped cross section that is integrally formed with an outer plate and having a ring frame joined by a flange portion thereof. The structure 201 and the structure 202 having a double skin structure have been developed. However, the structure weight increases as the distance from the pure semi-monocoque structure increases.

しかし、セミモノコック構造では、図１３に示すように、ストリンガ３０１とフレーム３０２をつなぐ（直接接合するか、あるいはストリンガクリップ３０３を用いる）必要があり、工作上煩雑になる。   However, in the semi-monocoque structure, as shown in FIG. 13, it is necessary to connect the stringer 301 and the frame 302 (directly joining or using the stringer clip 303), which is complicated in terms of work.

また、外板どうしの接合においては、従来、突合せ継手もしくは重ね継手が用いられており、溶接歪みに関する事情は外板とリングフレームとの接合の場合と同様である。しかし一度に成形し得る外板の大きさが有限である以上、外板どうしの接合はいずれの構造においても存在する。従って、いずれにしても、外板品質の向上とコスト低減のためには溶接歪みの発生を抑えなければならない。   In joining the outer plates, butt joints or lap joints are conventionally used, and the circumstances relating to the welding distortion are the same as in the case of joining the outer plates and the ring frame. However, as long as the size of the outer plate that can be molded at a time is finite, joining between the outer plates exists in any structure. Therefore, in any case, in order to improve the outer plate quality and reduce the cost, the occurrence of welding distortion must be suppressed.

これを解消する手段として、抵抗スポット溶接が知られているが、アルミニウム合金への適用は物性的に不向きであり、装置が大型でランニングコストも高くなる。リベット接合は、高品質ながら極めて高コストであり、いずれもＭＩＧ溶接に替わる接合技術として十分とは言えない。   As a means for solving this, resistance spot welding is known. However, application to an aluminum alloy is unsuitable in terms of physical properties, the apparatus is large, and the running cost is high. Rivet bonding is extremely expensive at a high quality but is not sufficient as a joining technique replacing MIG welding.

また、近年、板状構造材の接合について、仕上げ・修正作業を削減する有力な代替技術として、摩擦撹拌接合（ＦＳＷ）が提案され、主として外板どうしの突合せ継手に適用されている（例えば、特許文献１参照）。   In recent years, friction stir welding (FSW) has been proposed as a promising alternative technique for reducing finishing and correction work for joining plate-like structural materials, and is mainly applied to butt joints between outer plates (for example, Patent Document 1).

また、摩擦撹拌点接合（ＦＳＪ）も接合手段として、すでに知られている（例えば、特許文献２参照）。
特許第３２４８８８６号公報（第３頁〜第６頁） 特開２００１−３１４９８２号公報（段落番号００１０，００１２、図３） Friction stir spot joining (FSJ) is also already known as a joining means (see, for example, Patent Document 2).
Japanese Patent No. 3248886 (pages 3 to 6) JP 2001-314982 A (paragraph numbers 0010, 0012, FIG. 3)

前記特許文献１に記載のＦＳＷは、専ら突合せ継手に用いられるため、接合する素材（板材あるいは押出し形材）端面の板厚に極めて高い寸法精度が必要であり、また施工時に接合ツールの精緻なならい制御も必要で、工作の裕度が小さいという問題がある。つまり、突合せた継手にギャップや目違いがあると、適切な接合ができないので、接合部材に厳しい寸法公差が要求される。   Since the FSW described in Patent Document 1 is exclusively used for butt joints, extremely high dimensional accuracy is required for the thickness of the end faces of the materials to be joined (plate material or extruded shape material), and the precision of the joining tool during construction is required. Therefore, there is a problem that the tolerance of work is small. That is, if there is a gap or a mistake in the joined joints, proper joining cannot be performed, so that strict tolerances are required for the joining members.

特に、鉄道車両では車体全長で２０〜２５ｍにもなるため、外板材料として車体全長に渡る長尺押出し形材を用いる場合は上記に加えて形材の曲がりや反りも問題となる。長尺形材では製造が難しくコスト高となるばかりか、薄肉化にも限界が生じるため、無駄な重量アップを強いられる。また、ＦＳＷの接合ツールは正確に接合線に沿って移動する（ならう）必要があるが、とくに長尺形材の接合では高度なセンシング技術を要する。さらに、ギャップ０の突合せ継手であるため、いくつかの押出し形材を幅方向に並べて接合したパネルでは各々の形材幅の寸法誤差が蓄積し、パネル全体の寸法精度を悪化させやすい。   In particular, in a railway vehicle, the total length of the vehicle body is 20 to 25 m. Therefore, when a long extruded shape that extends over the entire length of the vehicle body is used as the outer plate material, in addition to the above, bending and warping of the shape material becomes a problem. The long shape material is not only difficult to manufacture and increases in cost, but also has a limit in reducing the thickness of the long shape material. In addition, although the FSW joining tool needs to move (follow) along the joining line accurately, it requires advanced sensing technology, particularly for joining long materials. Furthermore, since it is a butt joint with a gap 0, in a panel in which several extruded shapes are arranged side by side in the width direction, dimensional errors in the width of each shape accumulate, and the dimensional accuracy of the entire panel tends to deteriorate.

しかもＦＳＷは直線部の突合せ継手には適用しやすいが、面外方向に湾曲している継手には適用が極めて困難である。従って事実上車体長手方向の外板継手にしか適用できず、構体製作時にＦＳＷを全面的に適用しようとすれば車体構造は重量的な無駄の大きいダブルスキン構造とならざるを得ない。   In addition, although FSW is easy to apply to a butt joint at a straight portion, it is extremely difficult to apply to a joint that is curved in the out-of-plane direction. Therefore, it can be applied only to the outer plate joint in the longitudinal direction of the vehicle body, and if the FSW is to be applied to the entire surface at the time of manufacturing the structure, the vehicle body structure has to be a double skin structure with a large waste of weight.

特許文献２に記載の摩擦攪拌点接合による重ね継手構造を、ＦＳＷによる突合せ継手構造に代えて、外板どうしの接合に適用すれば、形材に厳しい寸法公差を要求することがなく、接合時に精緻なならい制御も不要である。しかも重ね継手であるので調整代があり、接合時に適切な治具を用いるか、適切な計測を行えば、パネル全体を高精度に組み立てることができる。しかも、面外方向へ湾曲している継手にも容易に適用できるので、外板の継手方向は車体長手方向に限らずそれと垂直な方向でもよい。それと同時に面外方向に湾曲しているフレームと外板との重ね継手にも容易に適用できるので、車体構造は軽量なセミモノコック構造とすることができる。   If the lap joint structure by friction stir spot welding described in Patent Document 2 is applied to the joining of outer plates instead of the butt joint structure by FSW, there is no requirement for strict dimensional tolerances on the profiles, and at the time of joining No elaborate control is required. Moreover, since it is a lap joint, there is an adjustment allowance. If an appropriate jig is used at the time of joining or an appropriate measurement is performed, the entire panel can be assembled with high accuracy. In addition, since it can be easily applied to a joint that is curved in an out-of-plane direction, the joint direction of the outer plate is not limited to the longitudinal direction of the vehicle body, and may be a direction perpendicular thereto. At the same time, since it can be easily applied to a lap joint between a frame and an outer plate curved in the out-of-plane direction, the vehicle body structure can be a light semi-monocoque structure.

以上より、入熱が極めて少なく、しかも抵抗スポット溶接のように大掛かりな設備が必要ないという観点から、本発明は、ランニングコストの小さい摩擦攪拌点接合（ＦＳＪ）を、セミモノコック構造の構体の外板とフレームとの接合に適用して、コストを抑えながら外板品質の向上と理想的な軽量化を実現可能としたものである。   In view of the above, from the viewpoint that heat input is extremely low and no large-scale equipment such as resistance spot welding is required, the present invention provides a friction stir spot joint (FSJ) with a low running cost, outside the structure of the semi-monocoque structure. It is applied to the joining of the plate and the frame, and it is possible to realize the improvement of the outer plate quality and the ideal weight reduction while suppressing the cost.

請求項１〜７の発明は、セミモノコック構造の鉄道車両構体に関するものであり、請求項１の発明は、外部に臨む外板パネルと車内側に臨む複数のリングフレームとからなるセミモノコック構造の鉄道車両構体であって、前記外板パネルは、外部に臨む薄板状の外板とこれを補剛する補強部材とからなるユニットを、それらの端部どうしで重ね継手を構成することにより、複数つなぎ合せて構成され、前記継手の一部または全部が、車内側からの摩擦攪拌点接合による重ね継手とされていることを特徴とする。ここで、「重ね継手」には、せぎり継手や、当金継手も含まれる。「摩擦攪拌点接合」とは、重ねられた部材（被接合物）の所定の接合点に、先端部に軸線に沿ってピンが突出する接合ツールを、ピンを押圧しながらその軸線回りに回転させ、摩擦熱でピン周囲の部材を加熱・軟化させてピンを挿入し、回転するピンで接合点付近の部材を撹拌し、前記部材を接合点で一致させた後、接合ツールを軸線に沿って引き抜くことによって、前記部材を接合点で接合することを意味する。   The inventions of claims 1 to 7 relate to a railcar structure of a semi-monocoque structure, and the invention of claim 1 is of a semi-monocoque structure comprising an outer panel facing the outside and a plurality of ring frames facing the vehicle inside. A railcar structure, wherein the outer panel includes a unit composed of a thin outer plate facing the outside and a reinforcing member that stiffens the outer panel, and a plurality of joints are formed between end portions thereof. The joint is configured such that a part or all of the joint is a lap joint by friction stir spot welding from the inside of the vehicle. Here, the “lap joint” includes a claw joint and a gold joint. "Friction stir spot welding" means that a welding tool in which a pin protrudes along the axis at the tip is rotated around the axis while pressing the pin at a predetermined joining point of the stacked members (joined objects) Then, heat the member around the pin with frictional heat and soften it, insert the pin, stir the member near the joint with the rotating pin, match the member at the joint, and then move the joint tool along the axis This means that the members are joined at the joining point.

従来のＭＩＧ溶接（グルーブ溶接）による突合せ継手の場合には、(i)入熱が大きく接合後の歪み取りなどの修正作業にコストがかかり、また、必要に応じて溶接ビードの仕上げ作業が発生する。これに対し、請求項１の発明は、(a)接合時に発生する熱は接合ツールと母材との間の摩擦熱だけであり、入熱が少ないので、接合による歪みを抑制することができ、修正作業を削減できる。また、ビードを生じないので、これの仕上げ作業も不要である。   In the case of conventional butt joints using MIG welding (groove welding), (i) correction work such as distortion removal after joining is expensive, and welding bead finishing work is required if necessary. To do. On the other hand, in the invention of claim 1, (a) the heat generated at the time of joining is only the frictional heat between the joining tool and the base material, and since the heat input is small, distortion due to joining can be suppressed. , Can reduce correction work. Further, since no bead is generated, the finishing work is not necessary.

それに加えて、従来のＭＩＧ溶接（グルーブ溶接）による突合せ継手の場合には、(ii)開先を設ける必要があり、接合される材料が板材の場合は別途機械加工が必要である。また、溶け込み不良を防ぐため、両面溶接あるいは裏はつりを行うか若しくは裏当金を設ける必要があり、工程が煩雑である。これに対し、請求項１の発明は、(b)母材に開先加工などの前処理加工は不要であり、一方向からの施工で接合が完了するので、裏はつりなどの別のプロセスは不要である。   In addition, in the case of a butt joint by conventional MIG welding (groove welding), it is necessary to provide (ii) a groove, and when the material to be joined is a plate material, separate machining is required. Further, in order to prevent poor penetration, it is necessary to perform double-sided welding or backside hanging or provide a backing metal, and the process is complicated. On the other hand, the invention of claim 1 (b) does not require pre-treatment processing such as groove processing on the base material, and joining is completed by construction from one direction. It is unnecessary.

ＦＳＷによる突合せ継手の場合には、(iii)形材継手部の板厚に高い寸法精度（±０．２〜０．３mm）が必要で、特に長尺形材では曲がりや反りも厳しく規制されるため、形材製造が難しく、断面形状にも制約が多い。これに対し、請求項１の発明は、(c)重ね部において板材あるいは形材の板厚および全幅の寸法誤差を吸収できるので、形材の寸法公差が緩和でき、素材の調達コストを削減することができる。また、断面形状の自由度も大きくなる。   In the case of butt joints using FSW, (iii) plate joint thickness requires high dimensional accuracy (± 0.2 to 0.3 mm), and bending and warping are severely restricted especially for long shapes. Therefore, it is difficult to manufacture the shape material, and there are many restrictions on the cross-sectional shape. On the other hand, the invention of claim 1 (c) can absorb the dimensional error of the thickness or full width of the plate material or the shape material in the overlapping portion, so that the dimensional tolerance of the shape material can be relaxed and the procurement cost of the material can be reduced. be able to. In addition, the degree of freedom of the cross-sectional shape increases.

ＭＩＧ溶接（隅肉溶接）による重ね継手の場合、(iv)上記(i)に加え、これらの溶接では、裏はつりができないため、ルートに欠陥を生じやすく、接合強度の低下を招きやすい。これに対し、請求項１の発明は、(d)一方向からの施工で完了し、原理的に未溶着部は生じないため、欠陥が発生しにくい。   In the case of a lap joint by MIG welding (fillet weld), (iv) In addition to the above (i), since these backs cannot be rehabilitated, defects are likely to occur in the root, and the joint strength tends to be reduced. On the other hand, since the invention of claim 1 is completed by (d) construction from one direction and no unwelded portion is generated in principle, defects are hardly generated.

ＭＩＧ溶接（プラグ、スロット溶接）による重ね継手の場合、(v)上記(iv)に加え、溶接穴の事前加工が必要である。これに対し、請求項１の発明は、(e)上記(d)に加えて、事前の穴あけは不要である。   In the case of a lap joint by MIG welding (plug, slot welding), (v) In addition to the above (iv), it is necessary to pre-process the welding hole. On the other hand, the invention of claim 1 does not require prior drilling in addition to (e) (d) above.

抵抗スポット溶接による重ね継手の場合、(vi)母材がアルミニウム合金である場合、電気抵抗が小さく熱伝導率が大きいため、大電流・短時間通電が必要で、装置が大容量になり、ランニングコストも大きい。これに対し、請求項１の発明は、(f)原理的に接合ツールをモータで回転させるだけの装置なので、施工装置が簡単で、運転コストも極めて安価である。   In the case of lap joints by resistance spot welding, (vi) when the base material is an aluminum alloy, the electrical resistance is small and the thermal conductivity is large, so a large current and short time energization is required, the equipment becomes large capacity, running Cost is also high. On the other hand, the invention of claim 1 is (f) a device that, in principle, merely rotates the welding tool with a motor, so the construction device is simple and the operation cost is extremely low.

抵抗スポット溶接による重ね継手の場合、(vii)母材がアルミニウム合金である場合、酸化皮膜の電気抵抗が大きく、不均一であり、ナゲット形状の不整と強度のバラツキを招くので、酸化皮膜の除去処理が必要である。これに対し、請求項１の発明は、(g)接合する母材の前処理は不要である。   In the case of lap joint by resistance spot welding, (vii) When the base material is an aluminum alloy, the electrical resistance of the oxide film is large and non-uniform, resulting in irregular nugget shape and variation in strength. Processing is required. In contrast, the invention of claim 1 does not require (g) pretreatment of the base materials to be joined.

また、(viii)母材がアルミニウム合金である場合、熱膨張率、凝固収縮率が大きいため、ナゲット内に割れ、ブローホールが発生しやすい。これに対し、請求項１の発明は、(h)熱膨張率、凝固収縮率の大きさに伴う欠陥は生じない。   Further, (viii) when the base material is an aluminum alloy, since the thermal expansion coefficient and the solidification shrinkage ratio are large, cracks and blowholes are easily generated in the nugget. On the other hand, the invention according to claim 1 does not cause defects associated with (h) the coefficient of thermal expansion and the rate of solidification shrinkage.

(ix)母材がアルミニウム合金である場合、固くてもろいＡｌ−Ｃｕの化合物を生成しやすいために電極先端の損耗が激しく、数十点ごとにチップドレス（電極の研磨）が必要である。これに対し、請求項１の発明は、(i)ツールのドレッシング（研磨）は必要なく、完全な自動化が可能である。   (ix) When the base material is an aluminum alloy, since it is easy to produce a hard and brittle Al—Cu compound, the tip of the electrode is severely worn, and chip dressing (electrode polishing) is required every several tens of points. On the other hand, the invention of claim 1 does not require (i) dressing (polishing) of the tool, and can be completely automated.

(x)無塗装車の場合、スポット圧痕の処理が必要であるが、請求項１の発明は、(j)車内側から施工すれば、圧痕が外側面（表）にでることはなく、後処理は不要である。   (x) In the case of an unpainted car, it is necessary to treat spot indentation. However, the invention of claim 1 is that (j) if it is applied from the inside of the car, the indentation does not appear on the outer surface (table). No processing is necessary.

リベット接合による重ね継手の場合には、(xi)リベット自体の部品コスト、及び穴あけと穴径管理、かしめ作業に莫大なコストを生ずる。これに対し、請求項１の発明は、(k)原理的に接合ツールをモータで回転させるだけの装置なので、施工装置が簡単で運転コストも極めて安価で、接合する母材の前処理は不要である。   In the case of a lap joint by rivet joining, (xi) the cost of parts of the rivet itself, and the cost of drilling, hole diameter management, and caulking work are enormous. On the other hand, the invention of claim 1 (k) is a device that, in principle, merely rotates the welding tool with a motor, so that the construction device is simple and the operation cost is extremely low, and pretreatment of the base material to be joined is unnecessary. It is.

請求項２の発明は、外部に臨む外板パネルと車内側に臨む複数のリングフレームとからなるセミモノコック構造の鉄道車両構体であって、前記外板パネルは、外部に臨む薄板状の外板とこれを補剛する補強部材とから構成される一方、前記リングフレームは前記外板パネルのうち外板若しくは補強部材に接するフランジ部とこれに垂直なウェブ部を構成要素として持ち、前記フランジ部と前記外板パネルとで継手を構成することにより車体周方向に配置され、前記継手が、前記リングフレーム側からの摩擦攪拌点接合による重ね継手とされていることを特徴とする。   The invention according to claim 2 is a semi-monocoque railway vehicle structure comprising an outer plate panel facing the outside and a plurality of ring frames facing the vehicle inside, wherein the outer plate panel is a thin plate-like outer plate facing the outside And the reinforcing member that stiffens the ring frame, the ring frame has a flange portion in contact with the outer plate or the reinforcing member of the outer plate panel and a web portion perpendicular to the flange portion as components, and the flange portion And the outer plate panel are arranged in the vehicle body circumferential direction, and the joint is a lap joint by friction stir spot welding from the ring frame side.

このようにすれば、従来技術としてリングフレームのフランジ部と外板とで重ね継手を構成する構造の場合、従来技術における前記(iv)〜(xi)の課題に対し、請求項２の発明は前記(d)〜(k)の利点を持つので、優れた接合強度、外板平面度、意匠性の品質確保を安価に達成できる。   In this way, in the case of a structure in which a lap joint is formed by the flange portion of the ring frame and the outer plate as a conventional technique, the invention of claim 2 is provided for the problems (iv) to (xi) in the conventional technique. Since it has the advantages (d) to (k), it is possible to achieve quality assurance of excellent bonding strength, outer plate flatness, and design properties at low cost.

あるいは従来技術としてリングフレームのウェブ部と外板とでＴ字継手を構成する構造の場合、それにＭＩＧ溶接（開先付隅肉溶接）を用いた継手では、(xii)前記(i)(ii)と同様の課題があるが、請求項２の発明は、(l)前記(a)(b)の利点があり、あるいはＭＩＧ溶接（単純隅肉溶接）を用いた継手では、前記(i)(iv)と同様の課題があるが、請求項２の発明は、前記(a)(d）の利点がある。   Alternatively, in the case of a structure in which a T-shaped joint is configured by the ring frame web portion and the outer plate as a conventional technique, in a joint using MIG welding (groove fillet welding with a groove), (xii) the above (i) (ii However, the invention of claim 2 has the advantages of (l) (a) and (b) above, or in a joint using MIG welding (simple fillet welding). Although there is a problem similar to (iv), the invention of claim 2 has the advantages (a) and (d).

この場合には、前記フレームは、外板に形成された開口部に隣接していることが望ましい。   In this case, it is desirable that the frame is adjacent to an opening formed in the outer plate.

このようにすれば、この開口部を通じて、Ｃ型ガン形式の摩擦攪拌点接合装置を適用することができるので、接合される部材である外板を大型治具（ベッド）の上に寝かせる必要がなくなる。よって、作業性が著しく向上する。ここで、Ｃ型ガン形式の摩擦攪拌点接合装置とは、Ｃ型フレームに対して上側に接合ピンが、下側にそれに対向して受け部材（ベッドと同様の機能を奏する）が設けられ、それらの間で摩擦攪拌点接合ができるものをいう（特開２００１−３１４９８２号公報参照）。   In this way, a C-type gun type friction stir spot welding device can be applied through this opening, and thus it is necessary to lay the outer plate, which is a member to be joined, on a large jig (bed). Disappear. Therefore, workability is significantly improved. Here, the C type gun type friction stir spot welding device is provided with a joining pin on the upper side of the C type frame and a receiving member (having the same function as a bed) facing the lower side, This means a material capable of friction stir spot welding between them (see Japanese Patent Application Laid-Open No. 2001-314982).

請求項３の発明は、外板パネルの製作方法として２シートパネル方式（例えば、特許第２７６３９８３公報参照）を用いる鉄道車両構体に関するものであり、前記外板パネルは、一体に成形されコルゲート形状を有する内板パネルを、薄板状の外板に車内側より重ねて接合することによって構成され、前記内板パネルと外板との継手が、前記内板パネル側からの摩擦攪拌点接合による重ね継手とされている。ここで、コルゲート（corrugate)形状を有する内板パネルとは、板材を凹凸形状を有するように成形した内板パネルを意味する。   The invention of claim 3 relates to a railway vehicle structure that uses a two-seat panel method (for example, see Japanese Patent No. 27693983) as a method of manufacturing an outer panel, and the outer panel is formed integrally and has a corrugated shape. The inner plate panel having the inner plate panel is overlapped and joined to the thin plate-like outer plate from the vehicle inner side, and the joint between the inner plate panel and the outer plate is a lap joint by friction stir spot welding from the inner plate panel side. It is said that. Here, the inner plate panel having a corrugate shape means an inner plate panel formed by molding a plate material so as to have an uneven shape.

このようにすれば容易に任意の大きさの外板パネルを製作することができ、仮に内板パネルと外板とが面外方向に湾曲していても、摩擦攪拌点接合であるから、それらを接合して継手構造とすることができる。   In this way, an outer panel of an arbitrary size can be easily manufactured, and even if the inner panel and the outer panel are curved in the out-of-plane direction, they are friction stir spot joints. Can be joined to form a joint structure.

しかも、従来２シートパネル方式はもっぱらステンレス製の構体において抵抗スポット溶接により実用化されていたものであるが、アルミ合金の抵抗スポット溶接における前記(vi)〜(ix)の課題に対し、摩擦攪拌点接合の適用では前記(f)〜(i)の利点があるから、アルミ合金製の構体についても２シートパネル方式は応用可能である。   In addition, the conventional two-seat panel method has been put to practical use by resistance spot welding in a stainless steel structure. However, the friction stirrer is a solution to the problems (vi) to (ix) in resistance spot welding of aluminum alloys. Since the application of point joining has the advantages (f) to (i), the two-seat panel method can be applied to an aluminum alloy structure.

請求項４の発明は、前記外板パネルは、薄板状の外板（面板）部の車内側に補強リブを一体に成形した押出し形材を幅方向に並べ車体長手方向において接合することにより構成され、前記外板部どうしの継手が、車内側からの摩擦攪拌点接合による重ね継手であることを特徴とする。   According to a fourth aspect of the present invention, the outer panel is formed by arranging extruded shapes formed integrally with reinforcing ribs on the inner side of a thin plate-like outer plate (face plate) portion in the width direction and joining them in the longitudinal direction of the vehicle body. The joint between the outer plate portions is a lap joint by friction stir spot welding from the inside of the vehicle.

請求項５の発明は、前記外板パネルは、薄板状の外板（面板）部の車内側に補強リブを一体に成形した押出し形材を幅方向に並べ車体長手方向において接合することにより構成される一方、前記リングフレームのうち補強リブに対応する部分のフランジ部およびウェブ部に切り欠き部が形成され、その切り欠き部を除く部位で前記リングフレームのフランジ部が前記外板パネルの外板部と重ね継手を構成している。   According to a fifth aspect of the present invention, the outer panel is formed by arranging extruded shapes formed integrally with reinforcing ribs on the inner side of a thin plate-like outer plate (face plate) portion in the width direction and joining them in the longitudinal direction of the vehicle body. On the other hand, a notch portion is formed in the flange portion and web portion of the ring frame corresponding to the reinforcing rib, and the flange portion of the ring frame is outside the outer panel at a portion excluding the notch portion. A plate portion and a lap joint are formed.

請求項６の発明は、前記外板パネルは、薄板状の外板（面板）部の車内側にＴ形断面のリブを一体に成形した押出し形材を幅方向に並べ車体長手方向に接合することにより構成され、前記外板パネルにおける前記Ｔ形断面のリブのフランジ部と前記リングフレームのフランジ部が重ね継手を構成している。   According to a sixth aspect of the present invention, the outer plate panel is formed by aligning extruded shapes formed integrally with ribs having a T-shaped cross section on the inner side of a thin plate-like outer plate (face plate) portion in the width direction and joining them in the longitudinal direction of the vehicle body. The flange portion of the rib having the T-shaped cross section in the outer panel and the flange portion of the ring frame constitute a lap joint.

特に、従来は該部の継手はＭＩＧ溶接による隅肉重ね継手であり、しかもＴリブのフランジ幅に即したショートビード（２０mm〜３０mm）の継手であるため、母材との融合不良が起きやすく、接合強度の低下を防ぐためには細心の注意と高い溶接技能を必要とするが、請求項６の発明によれば、Ｔリブのフランジ幅に関係なく、接合強度が一定に保てるので、品質が安定し、また、フランジ幅も強度上必要最小限の寸法にできる。   In particular, since the joint of this part is a fillet lap joint by MIG welding and a joint of a short bead (20 to 30 mm) according to the flange width of the T-rib, it is likely to cause poor fusion with the base material. In order to prevent a decrease in the bonding strength, careful attention and high welding skills are required. However, according to the invention of claim 6, the bonding strength can be kept constant regardless of the flange width of the T-rib. It is stable, and the flange width can be set to the minimum size necessary for strength.

請求項７の発明は、前記外板パネルは、薄板状の外板部と、それに対向し車内側に位置する内板部と、前記外板部と前記内板部とをつなぎ、かつ前記外板部及び内板部の双方に垂直な複数のウェブとで構成される中空のハモニカ型断面形材を、幅方向に並べ車体長手方向に接合することにより構成され、前記形材の車体長手方向に延びる端縁に延長部が形成され、隣合う形材の延長部どうしで重ね継手を構成している。   According to a seventh aspect of the present invention, the outer plate panel includes a thin plate-like outer plate portion, an inner plate portion opposed to the inner plate portion, and the outer plate portion and the inner plate portion. A hollow harmonica-shaped cross section composed of a plurality of webs perpendicular to both the plate portion and the inner plate portion is arranged in the width direction and joined in the longitudinal direction of the vehicle body. An extension portion is formed at an end edge extending to the lap joint, and a lap joint is constituted by the extension portions of adjacent shape members.

このようにすれば、従来、形材の幅方向の調整代がないため、形材を長手方向の端面でつなぎ合わせて外板パネルを構成する際に、形材幅の寸法誤差が蓄積し、外板パネルの全幅の寸法精度が著しく低下していたのが解消される。つまり、重ね継手とすることで、調整代を設けることができるので、外板パネルの全幅寸法を精度よく管理することができる。   In this way, conventionally, there is no adjustment allowance in the width direction of the shape material, so when constructing the outer panel by connecting the shape materials at the end faces in the longitudinal direction, a dimensional error of the shape width accumulates, The fact that the dimensional accuracy of the full width of the outer panel has been significantly reduced is eliminated. That is, since an adjustment allowance can be provided by using a lap joint, the full width dimension of the outer panel can be managed with high accuracy.

以上のように構成したから、本発明は、溶接ビードが生じることはないので、ビード仕上げが不要であり、また入熱が少ないので、歪み取りなどの修正作業も削減することができる。   Since it comprised as mentioned above, since this invention does not produce a weld bead, bead finishing is unnecessary, and since there is little heat input, correction work, such as distortion removal, can also be reduced.

重ね継手を基本とするので、ＦＳＷによる突合せ継手のように形材に高い精度の寸法公差を要求することがなく、素材（形材）の調達コストを低減できる。また、形材の幅方向の寸法公差が蓄積して構体全体の寸法精度を低下させることがない。   Since a lap joint is used as a base, high accuracy dimensional tolerance is not required for a shape like a butt joint by FSW, and the procurement cost of a material (shape) can be reduced. Further, there is no accumulation of dimensional tolerances in the width direction of the shape member and deterioration of the dimensional accuracy of the entire structure.

特に、鉄道車両の構体では、長尺の接合が必要であり（２０ｍ〜２５ｍ）、ＦＳＷは接合線を正確に追っていく（いわゆるならい）ために高度なセンシング技術を必要とするが、摩擦攪拌点接合によれば、そのような精緻なコントロールは不要である。また、接合部が面外方向に湾曲していても容易に接合できる。   In particular, railroad vehicle structures require long joints (20m to 25m), and FSW requires advanced sensing technology to accurately follow the joint line (so-called). According to bonding, such precise control is not necessary. Moreover, even if the joint portion is curved in the out-of-plane direction, it can be easily joined.

また、アーム型ロボット（例えば多関節ロボット）により接合機を構成することができ、門型の装置に比べて、自由度が増大し、生産効率を向上させることができる。   Moreover, a joining machine can be comprised by an arm-type robot (for example, articulated robot), and a freedom degree can be increased compared with a portal-type apparatus, and production efficiency can be improved.

以下、本発明の実施の形態を、図面に沿って説明する。   Hereinafter, embodiments of the present invention will be described with reference to the drawings.

本実施の形態は、鉄道車両構体に用いられる重ね継手として利用されるものである。   The present embodiment is used as a lap joint used in a railway vehicle structure.

図１（ａ）に示すように、セミモノコック構造の鉄道車両構体（左右の側構体、台枠及び屋根構体からなる筒状構造物）の構成要素である薄板状の部材１，２（外板）の端部どうしを重ね合わせ、それらを接合する手段として、車内側からの摩擦攪拌点接合（接合部分Ｐ１）を用いる。   As shown in FIG. 1 (a), thin plate-like members 1 and 2 (outer plates) which are constituent elements of a semi-monocoque railway vehicle structure (a cylindrical structure composed of left and right side structures, underframes and a roof structure) Friction stir spot welding (joining part P1) from the vehicle interior is used as means for superimposing the end portions of) and joining them.

また、図１（ｂ）（ｃ）に示すように、部材１Ａを折り曲げて部材２Ａの厚さに相当する段差部１Ａａを形成し、その段差部１Ａａを利用してそれらを重ね合わせる重ね継手（せぎり継手）構造（摩擦攪拌点接合による接合部分Ｐ２，Ｐ３参照）としてもよいし、図１（ｄ）（ｅ）に示すように、前記部材１，２を突合せ、それらに当金３を一方側からあるいは両側から適用する当金継手構造（摩擦攪拌点接合による接合部分Ｐ４，Ｐ５参照）としてもよい。   Also, as shown in FIGS. 1B and 1C, a lap joint (belonging to form a stepped portion 1Aa corresponding to the thickness of the member 2A by bending the member 1A and superimposing them using the stepped portion 1Aa). It is good also as a structure (refer to the joining parts P2 and P3 by friction stir spot joining), or as shown in FIG. It is good also as a gold joint structure (refer to the joining parts P4 and P5 by friction stir spot joining) applied from one side or both sides.

このような摩擦攪拌点接合による重ね継手は、鉄道車両構体の継手のうち、全部あるいは一部として用いられる。特に、長尺の部材の接合や湾曲した部材の接合に適する。   Such a lap joint by friction stir spot welding is used as all or a part of the joints of a railway vehicle structure. In particular, it is suitable for joining long members and joining curved members.

また、図１（ｆ）（ｇ）に示すように、外板１１とフレーム１２，１３のフランジ部１２ａ，１３ａとの継手にも、同様の重ね継手構造（摩擦攪拌点接合による接合部分Ｐ１１，Ｐ１２参照）を用いることができる。   Further, as shown in FIGS. 1 (f) and (g), the joint of the outer plate 11 and the flange portions 12 a and 13 a of the frames 12 and 13 has a similar lap joint structure (joint portion P 11 by friction stir spot joining, P12) can be used.

このように、前述した図１（ａ）〜（ｅ）に示す重ね継手は、鉄道車両構体の外板パネルどうしの接合に用いることができる。つまり、複数の重ね継手を有する鉄道車両構体の突合せ継手あるいは重ね継手のうち、全部または一部を、図１（ａ）〜（ｅ）に示すように、外板パネルの端部どうしを重ねる重ね継手に、摩擦攪拌点接合による重ね継手（せぎり継手）を用いている。   As described above, the lap joint shown in FIGS. 1A to 1E can be used for joining the outer panel panels of the railway vehicle structure. That is, as shown in FIGS. 1 (a) to 1 (e), all or part of the butt joints or lap joints of a railway vehicle structure having a plurality of lap joints are overlapped to overlap the end portions of the outer panel. A lap joint (slip joint) by friction stir spot welding is used for the joint.

図１（ｆ）（ｇ）の重ね継手は、鉄道車両構体の外板パネル１１とこの外板パネル１１の車内側に設けられ車体周方向に延びるリングフレーム１２，１３との接合に用いることができる。つまり、外部に臨む薄板状の外板パネル１１とこれを車内側から補剛するリングフレーム１２，１３（フランジ部とこれに垂直なウエブとを構成要素として持つ）のフランジ部とで継手を構成することにより車体周方向にリングレーム１２，１３が配置され、前記継手が、リングフレーム１２，１３側からの摩擦攪拌点接合による重ね継手とされている。   The lap joints shown in FIGS. 1 (f) and (g) are used for joining the outer plate panel 11 of the railway vehicle structure and the ring frames 12 and 13 provided on the inner side of the outer plate panel 11 and extending in the vehicle body circumferential direction. it can. That is, a thin plate-like outer panel 11 facing the outside and a ring frame 12 and 13 (having a flange portion and a web perpendicular to the flange portion as constituent elements) to form a joint. As a result, the ring frames 12, 13 are arranged in the vehicle body circumferential direction, and the joint is a lap joint by friction stir spot welding from the ring frames 12, 13 side.

この場合、図２（ａ）に示すように、外板パネル１５に形成された開口部１５ａを通じて、Ｃ形ガン形式の摩擦攪拌点接合装置１６を適用することで、外板パネル１５及びリングフレーム１７が面外方向に湾曲していても、無理なく接合することができる（摩擦攪拌点接合による接合部分Ｐ２１参照）。リングフレーム１７は、図２（ｂ）に示すように外板１５の長手方向（Ｘ方向）に直交する方向に延び、そのフランジ部１７ａが外板１５の車内側に摩擦撹拌点接合により接合される。   In this case, as shown in FIG. 2 (a), the outer plate panel 15 and the ring frame are applied by applying a C-type gun type friction stir spot welding device 16 through an opening 15a formed in the outer plate panel 15. Even if 17 is curved in the out-of-plane direction, it can be joined without difficulty (see joining portion P21 by friction stir spot joining). The ring frame 17 extends in a direction perpendicular to the longitudinal direction (X direction) of the outer plate 15 as shown in FIG. 2B, and its flange portion 17a is joined to the inner side of the outer plate 15 by friction stir spot joining. The

２シートパネル方式によるセミモノコック構造の鉄道車両構体の場合は、図３（ａ）に示すように、外板パネルの構成要素として、薄板状の板材を絞り成形により一体に成形されたコルゲート形状の内板パネル３１と、薄板状の外板３２とを有する。内板パネル３１と外板３２を、内板パネル３１の絞り成形凹部３１ａ，３１ｂの部分において、内板パネル３１側（車内側）から摩擦攪拌点接合（接合部分Ｐ３１、図３（ｂ）参照）により接合される。従来、２シートパネル方式はもっぱらステンレス製の構体において抵抗スポット溶接により実用化されていたものであるが、摩擦攪拌点接合の適用によりアルミ合金製の構体についても応用可能である。   In the case of a semi-monocoque rail vehicle structure using a two-seat panel system, as shown in FIG. 3 (a), as a component of the outer panel, a corrugated shape formed by integrally forming a thin plate material by drawing. It has an inner panel 31 and a thin outer plate 32. Friction stir spot joining between the inner plate panel 31 and the outer plate 32 from the inner plate panel 31 side (the vehicle inner side) at the portions of the drawing-formed recesses 31a and 31b of the inner plate panel 31 (see the joining portion P31, see FIG. 3B). ). Conventionally, the two-sheet panel method has been put to practical use by resistance spot welding in a stainless steel structure, but it can also be applied to aluminum alloy structures by applying friction stir spot welding.

具体的には、例えば図４（ａ）に示すように、窓開口部３２ｃが形成された外板３２’の窓開口部３２ｃの下側に、外板補強のためにコルゲート形状の内板パネル３１’が摩擦撹拌点接合により接合され、それらの両側にリングフレーム３３が設けられている。より具体的には、図４（ｂ）に示すように構成することができる。ここでは、戸袋補強、幕板補強にもコルゲート形状の内板パネル３１Ａ〜３１Ｃが用いられている。   Specifically, for example, as shown in FIG. 4A, a corrugated inner plate panel for reinforcing the outer plate is provided below the window opening 32c of the outer plate 32 ′ in which the window opening 32c is formed. 31 'is joined by friction stir spot joining, and ring frames 33 are provided on both sides thereof. More specifically, it can be configured as shown in FIG. Here, corrugated inner plate panels 31A to 31C are also used for doorcase reinforcement and curtain plate reinforcement.

外板を補剛するＴ形断面のリブ４１ａ，４２ａ（補強部材）が車内側に一体に成形されたシングルスキン形材（押出し形材）からなる外板パネル同士の接合は、図５に示すように、外板パネル４１，４２を幅方向に並べ車体長手方向について接合され、この接合に車内側からの摩擦攪拌点接合による重ね継手（せぎり継手）を用いている（接合部分Ｐ４１参照）。   FIG. 5 shows the joining of outer panel panels made of a single skin profile (extruded profile) in which ribs 41a and 42a (reinforcing members) having T-shaped cross sections that stiffen the outer panel are integrally formed on the vehicle interior side. As described above, the outer panel 41, 42 is aligned in the width direction and joined in the longitudinal direction of the vehicle body, and a lap joint (slip joint) by friction stir spot joining from the vehicle interior is used for this joining (see joining part P41). .

また、縦リブ４３ａ（補強部材）を有する外板パネル４３とリングフレーム４４との接合は、図６に示すように、車体長手方向に配置された外板パネル４３の縦リブ４３ａに対応して、これに直交する方向に延びるリングフレーム４４（フランジ部４４ｂと、フランジ部４４ｂに垂直なウエブ部４４ｃとを構成要素として持つ）に切り欠き部４４ａを設け、その切り欠き部４４ａを除く部位でリングフレーム４４のフランジ部４４ｂを外板パネル４３の外板部４３ｂに摩擦攪拌点接合による重ね継手で接合している（接合部分Ｐ４２）。   Further, as shown in FIG. 6, the joining of the outer plate panel 43 having the vertical rib 43a (reinforcing member) and the ring frame 44 corresponds to the vertical rib 43a of the outer plate panel 43 arranged in the longitudinal direction of the vehicle body. A notch portion 44a is provided in the ring frame 44 (having a flange portion 44b and a web portion 44c perpendicular to the flange portion 44b as a component) extending in a direction orthogonal to this, and the portion excluding the notch portion 44a. The flange portion 44b of the ring frame 44 is joined to the outer plate portion 43b of the outer plate panel 43 by a lap joint by friction stir spot welding (joint portion P42).

また、図７に示すように、車体長手方向に配置されＴ形リブ４１ａを有する外板パネル４１と、これに直交する方向に延びるフレーム４５のフランジ部４５ａとを、前記Ｔリブ４１ａの上側フランジ部４１ａａで摩擦攪拌点接合により接合している（接合部分Ｐ４３参照）。   Further, as shown in FIG. 7, an outer panel 41 having a T-shaped rib 41a arranged in the longitudinal direction of the vehicle body and a flange portion 45a of a frame 45 extending in a direction perpendicular to the outer plate panel 41 are connected to the upper flange of the T-rib 41a. The part 41aa is joined by friction stir spot joining (see the joining part P43).

外板パネルとしてハモニカ型断面中空形材を用いる場合には、図８に示すように、外板パネル５１，５２（ハモニカ型断面中空形材）の車体長手方向に延びる端縁に延長部５１ａ，５２ａが形成され、隣り合う形材の延長部５１ａ，５２ａどうしで、摩擦攪拌点接合による重ね継手を構成している（接合部分Ｐ５１参照）。この場合、薄板状の外板部５１ｂ，５２ｂに対する外板補強として、外板部５１ｂ，５２ｂとほぼ平行に対向し車内側に位置する内板部５１ｃ，５２ｃと、外板部５１ｂ，５２ｂと内板部５１ｃ，５２ｃとをつなぎかつそれらに直交する方向に延びる複数のウエブ５１ｄ，５２ｄとが設けられていると考えられる。また、リングフレーム５３との関係は、図９に示す通りである。つまり、リングフレーム５３の縦ウエブ５３ａに直交する方向に延びるフランジ部５３ｂが内板部５１ｃ，５２ｃに摩擦撹拌点接合により接合している。   When using a harmonica type cross-section hollow profile as the outer panel, as shown in FIG. 8, the extension 51a, on the edge of the outer panel 51, 52 (harmonic cross-section profile) extending in the vehicle body longitudinal direction, 52a is formed, and the lap joint by friction stir spot joining is constituted by the extension portions 51a, 52a of the adjacent shape members (see the joining portion P51). In this case, as the outer plate reinforcement for the thin plate-like outer plate portions 51b and 52b, the inner plate portions 51c and 52c facing the outer plate portions 51b and 52b substantially parallel to each other and located inside the vehicle, and the outer plate portions 51b and 52b It is considered that there are provided a plurality of webs 51d and 52d that connect the inner plate portions 51c and 52c and extend in a direction perpendicular to them. The relationship with the ring frame 53 is as shown in FIG. That is, the flange portion 53b extending in a direction orthogonal to the vertical web 53a of the ring frame 53 is joined to the inner plate portions 51c and 52c by friction stir spot joining.

（ａ）〜（ｇ）はそれぞれ本発明に係る鉄道車両構体の継手を示す説明図である。(A)-(g) is explanatory drawing which shows the coupling of the railway vehicle structure which concerns on this invention, respectively. （ａ）は摩擦攪拌点接合の説明図、（ｂ）はリングフレームの説明図である。(A) is explanatory drawing of friction stir spot joining, (b) is explanatory drawing of a ring frame. （ａ）（ｂ）はそれぞれ本発明に係る鉄道車両構体における外板と内板パネル（２シートパネル）との継手を示す説明図である。(A) (b) is explanatory drawing which shows the coupling | joint of the outer plate | board and inner-plate panel (2 sheet | seat panel) in the railway vehicle structure which concerns on this invention, respectively. （ａ）は本発明に係る鉄道車両構体における外板と内板パネル（２シートパネル）との継手を用いた場合の、リングフレームとの関係を示す説明図、（ｂ）はより詳細な説明図である。(A) is explanatory drawing which shows the relationship with a ring frame at the time of using the coupling | bonding of the outer plate and inner plate panel (2 sheet | seat panel) in the railway vehicle structure which concerns on this invention, (b) is more detailed description. FIG. 本発明に係る鉄道車両構体における外板パネル（シングルスキン形材）どうしの継手を示す説明図である。It is explanatory drawing which shows the coupling of the outer panel (single skin shape material) in the railway vehicle structure which concerns on this invention. 本発明に係る鉄道車両構体における外板パネル（シングルスキン形材）とリングフレームとの継手を示す説明図である。It is explanatory drawing which shows the coupling | bonding of the outer panel (single skin shape material) and ring frame in the railway vehicle structure which concerns on this invention. 本発明に係る鉄道車両構体における外板パネル（Ｔリブを有するシングルスキン形材）とリングフレームとの継手を示す説明図である。It is explanatory drawing which shows the coupling | bonding of the outer plate panel (single skin shape material which has T rib) and the ring frame in the railway vehicle structure which concerns on this invention. 本発明に係る鉄道車両構体における外板パネル（ハモニカ型断面ダブルスキン形材）どうしの継手を示す説明図である。It is explanatory drawing which shows the coupling | joint of the outer panel (the harmonica type cross section double skin shape material) in the railway vehicle structure which concerns on this invention. 本発明に係る鉄道車両構体における外板パネル（ハモニカ型断面ダブルスキン形材）どうしの継手を用いた場合の、リングフレームとの関係を示す説明図、（ｂ）はより詳細な説明図である。BRIEF DESCRIPTION OF THE DRAWINGS Explanatory drawing which shows the relationship with a ring frame at the time of using the coupling of the outer-panel panel (harmonic type cross-section double skin shape material) in the railway vehicle structure which concerns on this invention, (b) is a more detailed explanatory drawing. . 一般的なセミモノコック構造の説明図である。It is explanatory drawing of a common semimonocoque structure. 外板パネルとしてシングルスキン形材の一例を示す説明図である。It is explanatory drawing which shows an example of a single skin shape material as an outer panel. ダブルスキン構造の一例を示す説明図である。It is explanatory drawing which shows an example of a double skin structure. 抵抗スポット溶接による板骨構造の例を示す説明図である。It is explanatory drawing which shows the example of the plate frame structure by resistance spot welding.

符号の説明Explanation of symbols

１，２ 部材（外板）
１Ａ，１Ｂ 部材（外板）
１Ａａ 段差部
３ 当金
１１ 外板
１２，１３ フレーム
１２ａ，１３ａ フランジ部
１５ 外板パネル
１５ａ 開口部
１６ 摩擦攪拌点接合装置
１７ リングフレーム
３１ 内板パネル
３２ 外板
４１，４２ 外板パネル
４１ａ Ｔリブ
４３ 外板パネル
４４ フレーム
４４ａ 切り欠き部
４４ｂ フランジ部
４４ｃ ウエブ部
５１，５２ 外板パネル
５１ａ，５２ａ 面板延長部 1, 2 Member (outer plate)
1A, 1B member (outer plate)
DESCRIPTION OF SYMBOLS 1Aa Level difference part 3 Gold | metal | money 11 Outer plate 12, 13 Frame 12a, 13a Flange part 15 Outer panel 15a Opening part 16 Friction stir spot welding device 17 Ring frame 31 Inner panel 32 Outer board 41, 42 Outer panel 41a T rib 43 Outer panel 44 Frame 44a Notch 44b Flange 44c Web 51, 52 Outer panel 51a, 52a Face plate extension

Claims (7)

外部に臨む外板パネルと車内側に臨む複数のリングフレームとからなるセミモノコック構造の鉄道車両構体であって、
前記外板パネルは、外部に臨む薄板状の外板とこれを車内側から補剛する補強部材とからなるユニットを、それらの端部どうしで重ね継手を構成することにより、複数つなぎ合せて構成され、
前記継手の一部または全部が、車内側からの摩擦攪拌点接合による重ね継手とされていることを特徴とする鉄道車両構体。 A semi-monocoque railway vehicle structure comprising an outer panel facing the outside and a plurality of ring frames facing the inside of the vehicle,
The outer panel is composed of a unit composed of a thin outer plate facing the outside and a reinforcing member that stiffens the outer panel from the inside of the vehicle, by connecting a plurality of them together to form a lap joint. And
A part or all of the joint is a lap joint by friction stir spot welding from the inside of the vehicle. 外部に臨む外板パネルと車内側に臨む複数のリングフレームとからなるセミモノコック構造の鉄道車両構体であって、
前記外板パネルは、外部に臨む薄板状の外板とこれを車内側から補剛する補強部材とから構成される一方、
前記リングフレームは、前記外板パネルのうち外板若しくは補強部材に接するフランジ部とこれに垂直なウェブ部とを構成要素として持ち、前記フランジ部と前記外板パネルとで継手を構成することにより車体周方向に配置され、前記継手が、前記リングフレーム側からの摩擦攪拌点接合による重ね継手とされていることを特徴とする鉄道車両構体。 A semi-monocoque railway vehicle structure comprising an outer panel facing the outside and a plurality of ring frames facing the inside of the vehicle,
While the outer plate panel is composed of a thin plate-like outer plate facing the outside and a reinforcing member that stiffens this from the inside of the vehicle,
The ring frame has a flange portion in contact with the outer plate or the reinforcing member of the outer plate panel and a web portion perpendicular to the flange portion, and constitutes a joint by the flange portion and the outer plate panel. A railway vehicle structure that is arranged in a vehicle body circumferential direction, and wherein the joint is a lap joint by friction stir spot welding from the ring frame side. 前記外板パネルは、一体に成形され凹凸形状を有する内板パネルを、薄板状の外板に車内側より重ねて接合することによって構成され、
前記内板パネルと外板との継手が、前記内板パネル側からの摩擦攪拌点接合による重ね継手であることを特徴とする請求項１又は２に記載の鉄道車両構体。 The outer plate panel is formed by stacking and joining an inner plate panel that is integrally formed and has an uneven shape to a thin plate-like outer plate from the inside of the vehicle,
The railway vehicle assembly according to claim 1 or 2, wherein the joint between the inner plate panel and the outer plate is a lap joint by friction stir spot welding from the inner plate panel side. 前記外板パネルは、薄板状の外板部の車内側に補強リブを一体に成形した押出し形材を幅方向に並べ車体長手方向において接合することにより構成され、
前記外板部どうしの継手が、車内側からの摩擦攪拌点接合による重ね継手である請求項１に記載の鉄道車両構体。 The outer plate panel is configured by arranging extruded shapes formed integrally with reinforcing ribs on the inner side of a thin plate-like outer plate portion in the width direction and joining them in the longitudinal direction of the vehicle body,
The railway vehicle structure according to claim 1, wherein the joint between the outer plate portions is a lap joint by friction stir spot welding from the inside of the vehicle. 前記外板パネルは、薄板状の外板部の車内側に補強リブを一体に成形した押出し形材を幅方向に並べ車体長手方向において接合することにより構成される一方、
前記リングフレームのうち補強リブに対応する部分のフランジ部およびウェブ部に切り欠き部が形成され、その切り欠き部を除く部位で前記リングフレームのフランジ部が前記外板パネルの外板部と重ね継手を構成している請求項２に記載の鉄道車両構体。 While the outer plate panel is configured by arranging extruded shapes formed integrally with reinforcing ribs on the inner side of a thin plate-like outer plate portion in the width direction and joining in the longitudinal direction of the vehicle body,
A notch is formed in the flange portion and web portion of the ring frame corresponding to the reinforcing rib, and the flange portion of the ring frame overlaps the outer plate portion of the outer panel at a portion excluding the notch portion. The railway vehicle structure according to claim 2 constituting a joint. 前記外板パネルは、薄板状の外板部の車内側にＴ形断面の補強リブを一体に成形した押出し形材を幅方向に並べ車体長手方向に接合することにより構成され、
前記外板パネルにおける前記Ｔ形断面の補強リブのフランジ部と前記リングフレームのフランジ部が重ね継手を構成している請求項２に記載の鉄道車両構体。 The outer panel is formed by arranging extruded shapes integrally formed with reinforcing ribs having a T-shaped cross section on the inner side of a thin plate-like outer plate portion in the width direction and joining them in the longitudinal direction of the vehicle body.
The railway vehicle structure according to claim 2, wherein a flange portion of the reinforcing rib having the T-shaped cross section in the outer panel and a flange portion of the ring frame constitute a lap joint. 前記外板パネルは、薄板状の外板部と、それに対向し車内側に位置する内板部と、前記外板部と前記内板部とをつなぎ、かつ前記外板部及び内板部の双方に垂直な複数のウェブとで構成される中空のハモニカ型断面形材を、幅方向に並べ車体長手方向に接合することにより構成され、
前記ハモニカ型形材の車体長手方向に延びる端縁に延長部が形成され、隣合う形材の延長部どうしで重ね継手を構成している請求項１に記載の鉄道車両構体。 The outer plate panel connects a thin plate-like outer plate portion, an inner plate portion facing the thin plate-like outer plate portion, and the outer plate portion and the inner plate portion, and the outer plate portion and the inner plate portion. A hollow harmonica cross-sectional material composed of a plurality of webs perpendicular to both sides is arranged in the width direction and joined in the longitudinal direction of the vehicle body,
The railway vehicle structure according to claim 1, wherein an extension portion is formed at an edge extending in a longitudinal direction of the vehicle body of the harmonica shape member, and a lap joint is constituted by the extension portions of adjacent shape members.
JP2004052996A 2004-02-27 2004-02-27 Railway vehicle structural body Pending JP2005239029A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2004052996A JP2005239029A (en) 2004-02-27 2004-02-27 Railway vehicle structural body

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2004052996A JP2005239029A (en) 2004-02-27 2004-02-27 Railway vehicle structural body

Publications (1)

Publication Number Publication Date
JP2005239029A true JP2005239029A (en) 2005-09-08

Family

ID=35021228

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2004052996A Pending JP2005239029A (en) 2004-02-27 2004-02-27 Railway vehicle structural body

Country Status (1)

Country Link
JP (1) JP2005239029A (en)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007269197A (en) * 2006-03-31 2007-10-18 Kawasaki Heavy Ind Ltd Structure for high-speed movement
JP2009298333A (en) * 2008-06-16 2009-12-24 Kawasaki Heavy Ind Ltd Extruded shape for railroad car and structure for railroad car
JP2010527843A (en) * 2007-05-31 2010-08-19 エアバス・オペレーションズ・ゲーエムベーハー Method for manufacturing composite skins in the aerospace field
JP2011187199A (en) * 2010-03-05 2011-09-22 Panasonic Corp Induction heating coil
JP2012066276A (en) * 2010-09-23 2012-04-05 Nippon Sharyo Seizo Kaisha Ltd Weld end structure of friction stir welding
US20160184921A1 (en) * 2014-12-26 2016-06-30 Toyota Jidosha Kabushiki Kaisha Friction stir spot welding structure
JP2017088012A (en) * 2015-11-12 2017-05-25 日本車輌製造株式会社 Block coupling structure for rolling stock and body structure for rolling structure
JP2018144590A (en) * 2017-03-03 2018-09-20 株式会社総合車両製作所 Railway vehicle body structure
JP2019112877A (en) * 2017-12-26 2019-07-11 日本総合リサイクル株式会社 Lightweight demolition work vehicle for interior
WO2022210506A1 (en) * 2021-03-30 2022-10-06 川崎重工業株式会社 Joint structure and joining method
EP4344975A1 (en) * 2022-09-27 2024-04-03 Siemens Mobility GmbH Wagon body with partially differential construction

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0245258A (en) * 1988-08-05 1990-02-15 Hitachi Ltd Structure of structuring body of rolling stock
JPH05262228A (en) * 1992-03-18 1993-10-12 Kawasaki Heavy Ind Ltd Structure of structural body
JPH1120686A (en) * 1997-06-30 1999-01-26 Showa Alum Corp Panel made of metal extruded structural angle for vehicle
JPH1147959A (en) * 1997-07-31 1999-02-23 Mitsubishi Heavy Ind Ltd Manufacture of outside sheet
JP2001259863A (en) * 2000-03-17 2001-09-25 Sumitomo Light Metal Ind Ltd Method of spot joining for aluminum alloy
JP2002079936A (en) * 2000-09-06 2002-03-19 Nippon Sharyo Seizo Kaisha Ltd Method of manufacturing outside plate reinforcing panel for rolling stock
JP2002273579A (en) * 2001-03-15 2002-09-25 Hitachi Ltd Method of joining iron-base material and structure for the same
JP2003002191A (en) * 2001-06-20 2003-01-08 Kawasaki Heavy Ind Ltd Body structure for railroad vehicle
JP2003127856A (en) * 2001-10-29 2003-05-08 Central Japan Railway Co Body structure of moving body
JP2004338601A (en) * 2003-05-16 2004-12-02 Kawasaki Heavy Ind Ltd Vehicle body structure of high-speed rolling stock
JP2005088012A (en) * 2003-09-12 2005-04-07 Kawasaki Heavy Ind Ltd Coupling structure

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0245258A (en) * 1988-08-05 1990-02-15 Hitachi Ltd Structure of structuring body of rolling stock
JPH05262228A (en) * 1992-03-18 1993-10-12 Kawasaki Heavy Ind Ltd Structure of structural body
JPH1120686A (en) * 1997-06-30 1999-01-26 Showa Alum Corp Panel made of metal extruded structural angle for vehicle
JPH1147959A (en) * 1997-07-31 1999-02-23 Mitsubishi Heavy Ind Ltd Manufacture of outside sheet
JP2001259863A (en) * 2000-03-17 2001-09-25 Sumitomo Light Metal Ind Ltd Method of spot joining for aluminum alloy
JP2002079936A (en) * 2000-09-06 2002-03-19 Nippon Sharyo Seizo Kaisha Ltd Method of manufacturing outside plate reinforcing panel for rolling stock
JP2002273579A (en) * 2001-03-15 2002-09-25 Hitachi Ltd Method of joining iron-base material and structure for the same
JP2003002191A (en) * 2001-06-20 2003-01-08 Kawasaki Heavy Ind Ltd Body structure for railroad vehicle
JP2003127856A (en) * 2001-10-29 2003-05-08 Central Japan Railway Co Body structure of moving body
JP2004338601A (en) * 2003-05-16 2004-12-02 Kawasaki Heavy Ind Ltd Vehicle body structure of high-speed rolling stock
JP2005088012A (en) * 2003-09-12 2005-04-07 Kawasaki Heavy Ind Ltd Coupling structure

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007269197A (en) * 2006-03-31 2007-10-18 Kawasaki Heavy Ind Ltd Structure for high-speed movement
JP2010527843A (en) * 2007-05-31 2010-08-19 エアバス・オペレーションズ・ゲーエムベーハー Method for manufacturing composite skins in the aerospace field
US9314875B2 (en) 2007-05-31 2016-04-19 Airbus Operations Gmbh Method for producing a composite skin in the field of aeronautics and astronautics
JP2009298333A (en) * 2008-06-16 2009-12-24 Kawasaki Heavy Ind Ltd Extruded shape for railroad car and structure for railroad car
JP2011187199A (en) * 2010-03-05 2011-09-22 Panasonic Corp Induction heating coil
JP2012066276A (en) * 2010-09-23 2012-04-05 Nippon Sharyo Seizo Kaisha Ltd Weld end structure of friction stir welding
US20160184921A1 (en) * 2014-12-26 2016-06-30 Toyota Jidosha Kabushiki Kaisha Friction stir spot welding structure
US9868176B2 (en) * 2014-12-26 2018-01-16 Toyota Jidosha Kabushiki Kaisha Friction stir spot welding structure
JP2017088012A (en) * 2015-11-12 2017-05-25 日本車輌製造株式会社 Block coupling structure for rolling stock and body structure for rolling structure
JP2018144590A (en) * 2017-03-03 2018-09-20 株式会社総合車両製作所 Railway vehicle body structure
JP2019112877A (en) * 2017-12-26 2019-07-11 日本総合リサイクル株式会社 Lightweight demolition work vehicle for interior
WO2022210506A1 (en) * 2021-03-30 2022-10-06 川崎重工業株式会社 Joint structure and joining method
EP4344975A1 (en) * 2022-09-27 2024-04-03 Siemens Mobility GmbH Wagon body with partially differential construction

Similar Documents

Publication Publication Date Title
JP2000205218A (en) Hollow shape for frictional connection
JP2001105161A (en) Friction stirring joining method for structural body, and structural body
KR20010076184A (en) Friction stir joining method
JP2005239029A (en) Railway vehicle structural body
JP4298784B1 (en) Method for manufacturing railway vehicle structure by friction stir welding
JP2007269197A (en) Structure for high-speed movement
JP4516976B2 (en) Double skin panel joint
JP3015020B1 (en) Panel joining method, panel structure and railway vehicle structure
JP4336351B2 (en) Structure
JP6933915B2 (en) Vehicle panel structure and its manufacturing method
JPH11267858A (en) Friction jointing member and its jointing method, and jointing panel
JP4234696B2 (en) Railcar head structure
JP5342532B2 (en) Manufacturing method of body frame
JP4619999B2 (en) Double skin panel and joint structure thereof, and structure
JP2006305624A (en) Aluminum structure and its manufacturing method
JP5871361B2 (en) Method for manufacturing a railway vehicle structure
JP4043005B2 (en) Friction welding method
JP4298451B2 (en) Panel joint structure
JP2003326373A (en) Joined body of plurality of linear members with friction- stirring and its manufacturing method
JP3442660B2 (en) Joining panel structure and panel
JP4402062B2 (en) Friction stir welding method
JP2006224160A (en) Extruded hollow shape material and railroad car structure formed therewith
JP2008290094A (en) Method for producing structure, the structure, and extruded shape material thereof
JP3224096B2 (en) Friction joining method and structure
JP4402061B2 (en) Panel structure

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20070116

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20090723

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20090804

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20091002

A02 Decision of refusal

Free format text: JAPANESE INTERMEDIATE CODE: A02

Effective date: 20091124

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20100223

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A821

Effective date: 20100223

A911 Transfer of reconsideration by examiner before appeal (zenchi)

Free format text: JAPANESE INTERMEDIATE CODE: A911

Effective date: 20100323

A912 Removal of reconsideration by examiner before appeal (zenchi)

Free format text: JAPANESE INTERMEDIATE CODE: A912

Effective date: 20100423

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20110218